U.S. patent application number 12/048183 was filed with the patent office on 2009-09-17 for plugin hybrid electric vehicle with v2g optimization system.
This patent application is currently assigned to International Business Machines Corporation. Invention is credited to James Lee Hafner, Allan James Schurr.
Application Number | 20090229900 12/048183 |
Document ID | / |
Family ID | 41061787 |
Filed Date | 2009-09-17 |
United States Patent
Application |
20090229900 |
Kind Code |
A1 |
Hafner; James Lee ; et
al. |
September 17, 2009 |
PLUGIN HYBRID ELECTRIC VEHICLE WITH V2G OPTIMIZATION SYSTEM
Abstract
In one aspect of the present invention, a vehicle comprises: a
consumable fuel powered engine, a battery and an electric motor
powered by the battery. The battery is rechargeable both from an
external electric power source (such as an electric power grid) and
from the consumable fuel powered engine. A computer receives data
as inputs and providing outputs, wherein the input data includes an
expected state of the electric power source at a time when the
vehicle is expected to be coupled to the electric power source. The
outputs include control signals to control the state of charge of
the battery during the time the vehicle is expected to be coupled
to the electric power source.
Inventors: |
Hafner; James Lee; (San
Jose, CA) ; Schurr; Allan James; (San Jose,
CA) |
Correspondence
Address: |
LAW OFFICE OF DONALD L. WENSKAY
P.O. Box 7206
Ranco Santa Fe
CA
92067
US
|
Assignee: |
International Business Machines
Corporation
Armonk
NY
|
Family ID: |
41061787 |
Appl. No.: |
12/048183 |
Filed: |
March 13, 2008 |
Current U.S.
Class: |
180/65.275 ;
701/22; 903/930 |
Current CPC
Class: |
B60W 20/11 20160101;
Y02T 10/62 20130101; B60L 53/14 20190201; Y02T 90/169 20130101;
Y02E 60/00 20130101; Y02T 10/7072 20130101; Y04S 30/14 20130101;
Y02T 90/16 20130101; Y02T 90/12 20130101; Y04S 10/126 20130101;
B60W 20/00 20130101; B60W 50/0097 20130101; B60L 53/665 20190201;
Y02T 90/167 20130101; B60L 55/00 20190201; B60W 10/26 20130101;
B60L 3/0046 20130101; B60W 20/13 20160101; B60W 2050/146 20130101;
Y02T 10/70 20130101; B60L 53/65 20190201; B60L 58/12 20190201; B60L
53/305 20190201; B60L 53/63 20190201; B60L 53/64 20190201; Y02T
90/14 20130101 |
Class at
Publication: |
180/65.275 ;
701/22; 903/930 |
International
Class: |
B60W 10/04 20060101
B60W010/04; B60K 6/20 20071001 B60K006/20; G06F 19/00 20060101
G06F019/00; B60W 20/00 20060101 B60W020/00 |
Claims
1. A vehicle comprising: a consumable fuel powered engine; a
battery; an electric motor powered by said battery, said battery
being rechargeable both from an external power source and from an
onboard source; and a computer receiving data as inputs and
providing outputs, wherein said input data includes an expected
state of said external power source at a predetermined time, and
said outputs include control signals to control the state of charge
of said battery during said predetermined time.
2. The vehicle of claim 1, wherein said predetermined time is an
expected time said vehicle is expected to be coupled to said
external power source.
3. The vehicle of claim 1, wherein said outputs include signals
controlling whether said battery is charged or discharged when
coupled to said external power source.
4. The vehicle of claim 1, wherein said inputs include data
relating to the relative cost of energy from said consumable fuel
and from said external power source.
5. The vehicle of claim 1 further comprising a communication system
to permit the transmission of said input data from said external
power source to said vehicle.
6. The system of claim 1, wherein said input data includes
predictive needs of said vehicle during a driving interval
following said predetermined time.
7. The system of claim 1, wherein said input data includes current
and predictive payment from said external power source for use of
said battery when coupled to said external power source.
8. A system for optimizing energy consumption comprising: a vehicle
having a battery-powered electric motor and a consumable fuel
powered means, a battery powering said electric motor being
rechargeable both from an external electric power source and from a
recharging system onboard said vehicle; a computer receiving data
and instructions as inputs and providing outputs; said data inputs
describing a condition of said electric power source at a time when
said vehicle is expected to be plugged into said electric power
source; and said instruction inputs enabling said computer to
determine an optimal state of electric charge of said battery at
said time said vehicle is expected to be plugged into said electric
power source based on said condition of said electric power
source.
9. The system of claim 8 further comprising vehicle power system
components controlled by said computer, wherein said computer
controls said power system components to control the recharging of
said battery such that said battery is charged at said time in the
case when said condition of said electric power source is one
wherein additional power producing capacity is needed.
10. The system of claim 8 further comprising vehicle power system
components controlled by said computer, wherein said computer
controls said power system components to control the recharging of
said battery such that said battery is discharged at said time in
the case where said condition of said electric power source is one
where additional power storage is needed.
11. The system of claim 8, wherein said data inputs describe an
itinerary of said vehicle, operational data, available battery
charge, availability and cost of energy from external electric
power sources, availability and cost of consumable fuel for
consumable fuel powered means.
12. The system of claim 8, wherein said data inputs include current
and predictive needs of said electric power source.
13. The system of claim 8, wherein said data inputs include current
and predictive cost of energy available from said electric power
source.
14. The system of claim 8, wherein said data inputs include current
and predictive cost of energy from said consumable fuel.
15. The system of claim 8, wherein said instructions are automated
instructions.
16. A method of controlling the operation of a plug-in hybrid
electric vehicle comprising: determining an expected condition of
an electric power grid at a future time when said vehicle is
expected to be coupled to said electric power grid; and controlling
the charging and discharging of a battery in said vehicle based on
said expected condition such that a desired state of charge of said
battery will exist at said future time.
17. The method of claim 16, wherein said determining further
comprises determining that said expected condition indicates that
said vehicle will be needed as a power source at said future time,
and wherein said controlling further comprises controlling said
charging and discharging of said battery such that said battery is
in a charged state when coupled to said electric power grid.
18. The method of claim 16, wherein said determining further
comprises determining that said expected condition indicates that
said vehicle will be needed for energy storage at said future time,
and wherein said controlling further comprises controlling said
charging and discharging of said battery such that said battery is
in a discharged state when coupled to said electric power grid.
19. A method for supplying energy comprising: generating
electricity in a stationary electric generating unit; supplying
said electricity to a grid; connecting vehicles to said grid;
during a first time period, supplying electricity from said grid to
said vehicle; during a second time period, drawing electricity from
said vehicle to said grid; and controlling the operation of said
vehicle so that said vehicle has a surplus of stored electricity to
supply to said grid during said first time period.
20. The method of claim 19 further comprising controlling the
operation of said vehicle so that said vehicle has a deficit of
stored electricity during said first time period.
Description
BACKGROUND OF THE INVENTION
[0001] The present invention relates generally to hybrid electric
vehicles and, more specifically, to systems for optimizing the
operation of hybrid electric vehicles having a connection to an
electrical grid.
[0002] Hybrid vehicles typically use a combination of consumable
fuel (such as gasoline, natural gas, hydrogen, and others) and
battery-stored electricity. As hybrids become a major segment of
the automobile market, they are displacing electric-only vehicles,
as well as conventional vehicles that are powered solely by
internal combustion engines or other consumable fuel powered means.
The electric power system of an electric-only vehicle is open, in
the sense that such a vehicle lacks an onboard means to recharge
the battery and therefore must be recharged from an external
source. By contrast, the electrical power system of a hybrid
vehicle is closed, in the sense that such a vehicle is not
recharged from external sources but is instead recharged from an
onboard consumable fuel powered means, which may be an internal
combustion engine (powered by gasoline, diesel, ethanol, natural
gas, hydrogen or another combustible fuel) or which may be a
hydrogen fuel cell or other alternative consumable-fuel-based power
unit. Passive recharging systems, such as regenerative braking
systems, may also be used in hybrid vehicles.
[0003] Electric-only vehicles generally employ an open system in
which batteries are recharged from an external electric power
source, which may be conventional house current, a publicly
accessible recharging facility, or any external source of electric
power compatible with the vehicle's recharging system. Recharging
such an electric-only vehicle from conventional house current alone
may limit the useful range of the vehicle to no more than the
distance that can be traveled on a single battery charge. External
electric power sources for recharging electric-only vehicles could
be provided at publicly accessible facilities; however, such
facilities have, to date, not become widely available.
[0004] Hybrid vehicles employ a closed system in which the vehicle
power system incorporates both a battery powered electric motor and
a consumable fuel powered means from which the battery may be
recharged. Power may be provided to the vehicle drive system by the
electric motor andor the consumable fuel powered means. Hybrid
vehicles can refuel using consumable fuels, including but not
limited to, fuels which may be available from filling stations,
without regard to availability of an external electric power source
suitable for recharging. Access to an external electric power
source is not required for recharging a hybrid vehicle, because a
hybrid vehicle's batteries are recharged from the vehicle's onboard
consumable fuel powered means.
[0005] Hybrid vehicles have a number of drawbacks including
recharging from the vehicle's onboard consumable fuel powered means
makes the cost of recharging directly proportional to the cost of
consumable fuel. That problem does not present itself with
electric-only vehicles, where batteries are recharged from an
external electric power source. However, electric-only vehicles may
be less practical than hybrid vehicles, since their range is
limited when external electric power sources are unavailable for
recharging along the route of travel.
[0006] The above-discussed problems with electric-only vehicles and
with hybrid vehicles are addressed by a third type of vehicle, the
plug-in hybrid electric vehicle (PHEV). PHEVs combine the ability
of electric-only vehicles to recharge from an external electric
power source with the ability of hybrid vehicles to recharge from
the onboard consumable fuel powered means. A PHEV has the ability
to recharge its batteries either from a source outside the vehicle
(such as by way of an electric plug) or from an onboard means such
a consumable fuel powered means.
[0007] PHEVs are complementary with the electric power grid as
systems for managing energy and power. Recent research has
suggested that there is economic benefit for the utilities, for the
drivers (who are also electric grid users), and for society as a
whole in using the PHEV as an extension of the grid, both as a
power source and a power reservoir, a so-called Vehicle-to-Grid
(V2G). The power grid has essentially no storage (other than its
2.2% capacity in pumped storage), so generation and transmission
must be continuously managed to match fluctuating customer load.
This is now accomplished primarily by turning large generators on
and off, or by ramping them up and down, some on a minute-by-minute
basis. In contrast, plug-in hybrid electric vehicles, in the
aggregate, have a large amount of electrical storage capacity.
[0008] The high capital cost of large generators motivates high use
(average 57% capacity factor). In contrast, most vehicles are
designed to have large and frequent power fluctuations, since that
is in the nature of roadway driving. Personal vehicles are cheap
per unit of power and are utilized only 4% of the time for
transportation, making them potentially available the remaining 96%
of time for a secondary function. Thus, a bidirectional coupling of
the hybrid vehicle to the grid with V2G could achieve benefits for
both the electric power grid as well as the PHEV fleet. In
particular, this may be accomplished by using the PHEV as an
extension of the grid, both as a power source and as a power
reservoir.
[0009] From the perspective of the hybrid vehicle fleet, grid
coupling enables a lower energy cost, since, while charging, the
cost of energy from the grid is normally less than the cost of
energy from fuel in the vehicle. Also, the PHEV owner may receive
monetary compensation by utility companies for the power fed back
into the grid. Another benefit is a reduction in environmental
pollution, since electric energy production is relatively
environmentally friendly as compared to vehicles powered by
internal combustion engines.
[0010] From the perspective of the grid, the fleet of PHEVs can act
as a controllable load to smooth grid load. That is, by injecting
electrical energy into the grid, the PHEV can be used as a reserve
power unit to off set the loss of a power plant, as replacement for
peak power units, as part of a micro grid or as a stand alone
generator. During non-peak periods, the PHEV can be used by the
grid for electrical storage. Both of these uses in tandem allow the
utilities to load-balance demand and supply so as to better manage
overall grid capabilities and utilization. This, in turn, reduces
the requirements on the utilities to build power generation
facilities to cope with peak demand. In a V2G system, the utilities
would reimburse or otherwise provide an economic benefit to the
driver for the use of the traction battery in the vehicle.
[0011] However, the current vision of V2G does not coordinate the
numerous parameters necessary in order to optimize either the
driver's direct economic benefit or the grid's direct utility
function from the use of the traction battery or any other economic
or social benefit. These parameters may include, for example, the
state of the vehicle batteries at the time the vehicle is plugged
into the grid, the cost of fuel relative to the cost of energy from
the electric power grid, the driver's needs as various times,
etc.
[0012] The complexity of addressing such problems is increased when
one considers a broad definition of the notion of "benefit" for the
driver, the grid, and society. For example, the driver's benefits
could be financial--how much does the driver save on costs or even
get reimbursement from the utilities for the V2G use of the
vehicle. However, many drivers also value their "green benefit".
Utilizing V2G techniques may enable drivers to reduce their carbon
footprint or to obtain or trade carbon footprint credits.
[0013] The complexity of optimizing V2G systems is further
increased by the fact that, in some embodiments, solutions change
as the vehicle changes its position relative to available external
electric power sources, which is something a vehicle necessarily
does when it is put to its intended use of moving from place to
place. Furthermore, to be viable, V2G systems must be especially
cost-effective for the driver in order to engage hisher
participation in the process.
[0014] As can be seen, there is a need for a way to optimize the
operation of V2G PHEVs to maximize the benefits for both the
driver, the utility companies operating the grid, and society as a
whole. There is also a need to optimize a V2G system which takes
into account the numerous relevant factors such as the state of the
vehicle's batteries at the time it is plugged into the grid, the
needs of the grid as any particular time, driving habits of the
vehicle owner, carbon footprint, and others.
SUMMARY OF THE INVENTION
[0015] In one aspect of the invention, a vehicle comprises: a
consumable fuel powered engine; a battery; an electric motor
powered by the battery, the battery being rechargeable both from an
external electric power source and from a recharging system onboard
the vehicle; and a computer receiving data as inputs and providing
outputs, wherein the input data includes an expected state of the
electric power source at a predetermined time, and the outputs
include control signals to control the state of charge of the
battery during the predetermined time.
[0016] In another aspect of the invention, a system for optimizing
energy consumption comprises: a vehicle having a battery-powered
electric motor and a consumable fuel powered means, a battery
powering the electric motor being rechargeable both from an
external electric power source and from a recharging system onboard
the vehicle; a computer receiving data and instructions as inputs
and providing outputs; the data inputs describing a condition of
the electric power source at a time when the vehicle is expected to
be plugged into the electric power source; and the instruction
inputs enabling the computer to determine an optimal state of
electric charge of the battery at the time the vehicle is expected
to be plugged into the electric power source based on the condition
of the electric power source.
[0017] In a further aspect of the invention, a method of
controlling the operation of a plug-in hybrid electric vehicle
comprises: determining an expected condition of an electric power
grid at a future time when the vehicle is expected to be coupled to
the electric power grid; and controlling the charging and
discharging of a battery in the vehicle based on the expected
condition such that a desired state of charge of the battery will
exist at the future time.
[0018] In an additional aspect of the invention, a method for
supplying energy comprises: generating electricity in a stationary
electric generating unit; supplying the electricity to a grid;
connecting vehicles to the grid; during a first time period,
supplying electricity from the grid to the vehicle; during a second
time period, drawing electricity from the vehicle to the grid; and
controlling the operation of the vehicle so that the vehicle has a
surplus of stored electricity to supply to the grid during the
first time period.
[0019] These and other features, aspects and advantages of the
present invention will become better understood with reference to
the following drawings, description and claims.
BRIEF DESCRIPTION OF THE DRAWINGS
[0020] FIG. 1 is a schematic diagram of a V2G optimizing system for
PHEVs according to an embodiment of the present invention;
[0021] FIG. 2 is a schematic diagram of a computer system used with
the V2G optimizing system in FIG. 1 showing some of the sources of
data process by the computer system in accordance with an
embodiment of the invention;
[0022] FIG. 3 is a schematic diagram of a computer system used with
the V2G optimizing system in FIG. 1 showing the various kinds of
information processed by the computer system in accordance with an
embodiment of the invention;
[0023] FIG. 4 is a schematic diagram of a computer system used with
the V2G optimizing system in FIG. 1 showing the generation of
instructions in accordance with an embodiment of the invention;
[0024] FIG. 5 shows a flow chart of a process for generating
automated instructions shown in FIG. 4 in accordance with an
embodiment of the invention; and
[0025] FIG. 6 shows a high level block diagram of an information
processing system useful for implementing one embodiment of the
present invention.
DETAILED DESCRIPTION OF THE INVENTION
[0026] The following detailed description is of the best currently
contemplated modes of carrying out the invention. The description
is not to be taken in a limiting sense, but is made merely for the
purpose of illustrating the general principles of the invention,
since the scope of the invention is best defined by the appended
claims.
[0027] The present invention generally provides a system for
optimizing the operation of a Vehicle-to-Grid (V2G) Plugin Hybrid
Electric Vehicle (PHEV). The disclosed system can plan routes and
gas/electric power utilization en-route to provide an economic
benefit to the PHEV owner as well as an operator of the electric
power grid. Embodiments of the invention may consider expected
needs of the grid (storage or source), and the benefits to the PHEV
owner for his/her contribution to the V2G system, as well as
expected needs of the driver at the next driving interval. Benefits
can be in monetary terms or in other quantifiable metrics such as
carbon footprint.
[0028] There have been efforts towards this kind of optimization
with non-V2G PHEVs. For example, U.S. Pat. No. 7,013,205, "System
and Method for Minimizing Energy Consumption in Hybrid Vehicles",
which is incorporated herein by reference, discloses a software
system for reducing energy consumption and driver costs by
utilizing the electric and gasoline power sources in a PHEV to
optimal advantage. This system assumes that electricity from the
grid to recharge the battery at a destination is cheaper than gas
to power the vehicle under most conditions. The system disclosed in
U.S. Pat. No. 7,013,205 is not a V2G system and uses the electrical
grid solely as a source of power for the battery. It uses variables
such as potential routes to destination, terrain, traffic
conditions, driver habits, electric sources at destination,
relative efficiency of each power plant under differing driving
conditions, and other variables to determine best mix of electric
and gas power plants for the actual driving experience. This system
presumes that electricity from the grid costs less than gasoline to
power the vehicle under most conditions. For example, under this
assumption, it is beneficial for the driver to have completely (or
nearly) drained the vehicle battery when the driver arrives at home
or other location where external power is available to recharge the
vehicle's battery.
[0029] A feature of the invention is to measure the use of the
battery system over the course of a given trip so that the
electric/gas trade-off is optimized. For example, it may be better
to use gas earlier in the trip if there is terrain later on the
route that can utilize the electrical power to better efficiency
and effect. Regardless of the electricgas trade-off during the
course of a driving trip, the expectation is that the traction
battery in the car is mostly discharged when the vehicle is plugged
into the grid and as such is simply a direct consumer of power from
the grid.
[0030] The invention performs optimization based on numerous
parameters of a V2G system. FIG. 1 shows a schematic diagram of a
vehicle-to-grid (V2G) optimizing system 10 for PHEVs according to
an embodiment of the invention. The basic concept of V2G power is
that, while parked, the PHEV can draw power from, or provide power
to, an electric power grid. The system 10 includes electric power
generators such as those fueled by fossil fuel and nuclear power
12, and may also include renewable energy sources 14 such as wind,
solar and others.
[0031] The electrical power generated by the power generators 12
and 14 is transmitted through transmission lines 16 and through a
grid 18 of electrical transmission lines to electricity users. The
electricity users may include residential users 20 and commercial
users 22, each having the ability connect PHEVs 24 into the grid
18. Electricity may flow out of the grid 18 or back to the grid 18
from PHEVs 24, which is indicated by lines with two arrows.
[0032] A grid operator 26, such as an Independent System Operator
(ISO) may send communication signals 28 to the electricity users 20
and 22. Additional communication signals 30 back to the grid
operator 26 may also be generated by the residential site 20 and
the commercial site 22, as described in more detail below. These
communication signals 28 and 30 may be sent through a broadcast
radio signal, a cell phone network, a direct Internet connection, a
power line carrier or other communication means. In any case,
during periods of peak power demand, the grid operator 26 may send
signals 28 containing requests for power to a number of PHEVs 24.
Also, during periods of low power demand, the grid operator 26 may
send signals 28 containing requests to store power in a number of
PHEVs 24. The signals 28 may go directly to each individual vehicle
24, as shown in the residential 20 location, or to the office of a
fleet operator at a commercial 22 location, which may control a
number of vehicles 24 in a single parking lot. In other
embodiments, the signal 28 may be sent to a third-party aggregator
of dispersed individual vehicles' power (not shown).
[0033] When the PHEV 24 is operating, it may modify its operation
to optimize various factors using information such as the expected
needs of the grid 18 when the PHEV 24 is parked. For example, if
the PHEV 24 knows that the grid will need additional electrical
power during the next time that the PHEV will be parked, the PHEV
24 may modify its operation so that it will be substantially
charged when it is parked. Thus, it will have available energy when
needed by the grid 18. On the other hand, if the PHEV 24 knows that
the grid will need additional electrical storage capacity during
the next time that the PHEV 24 will be parked, the PHEV 24 may
modify its operation so that it will be substantially discharged
when it is parked. Thus, it will have the storage capacity needed
by the grid 18. As described in more detail below, other
considerations may also be used by the PHEV 24, which may include
the economic benefit to the driver of meeting the needs of the grid
18, the expected needs of the driver during the next driving
interval, and other considerations.
[0034] FIG. 2 shows an embodiment of a computer system used with
the V2G optimizing system 10 in FIG. 1 showing some of the sources
of data processed by the optimizing system 10 in accordance with an
embodiment of the invention. In particular, the optimizing system
10 includes a computer 100 that receives as inputs data 200 and
instructions 300. The data 200 may come from various sources, such
as transmitted data 201, database data 202, vehicle sensor data
203, operator input data 204, and data from other sources 209.
Transmitted data 201 may include data from the ISO received through
communication signals 28. The other sources may comprise, for
example, predictive data determined by analysis of past data. FIG.
2 also shows that outputs from the computer 100 may go directly to
vehicle power system components 400 in the PHEV 24, or may be
presented to the operator via an in-vehicle audio andor visual
display 500.
[0035] Referring now to FIG. 3, there is shown an embodiment of a
computer 100 receiving as inputs data 200 and instructions 300. The
data 200 is described in terms of the type of information
represented by the data, such as itinerary data 210, present
location data 220, available battery charge 230, operational data
240, availability of recharge facilities at, or en route to,
destination 250, current and predictive (at the time the vehicle
will be attached to the grid 18 (Shown in FIG. 1) after the current
trip) cost of energy from available external electric power sources
260, current and predictive (at the time the vehicle will be
attached to the grid 18) cost of energy from onboard consumable
fuel powered means 270, current and predictive potential payment
from the grid 18 (or utilities) for use of the PHEV 272, current
and predictive needs of the grid 18 for use of the PHEV 274,
expected time the PHEV 24 will be plugged into the grid 276,
expected needs of the driver at the next driving interval 278, and
other data 290. The other data 290 may include any additional
factors that could influence the optimizing system 10 to determine
proposed routes and electric/gas trade-offs during the course of
the trip.
[0036] Like FIG. 2, FIG. 3 shows that outputs from the computer 100
may go directly to PHEV 24 power system components 400 or may be
presented to the operator via an in-vehicle audio and/or visual
display 500. Regarding data category 274 (current and predictive
needs of the grid 18), when the grid 18 needs the PHEV 24 vehicle
for storage, the vehicle should have a drained or low-level of
charge in the battery at the end of the trip; but when the grid
needs the vehicle as a power source, the vehicle's battery should
be at a high-level of charge at the end of the trip.
[0037] With regard to the data categories 276 (expected time the
PHEV 24 will be plugged in) and 278 (expected needs of the driver
at the next driving interval), this information can come from
either direct input from the PHEV driver, as shown at 204, or by
the optimizing system 10 (Shown in FIG. 1) learning driving
patterns of the driver. For example, the optimizing system 10 can
detect patterns such as "it's late evening, and the driver rarely
uses the vehicle after 9:00 pm, so I can expect to be plugged into
the grid for the next few hours until 7:00 am when the driver takes
hisher usual trip to work". Factors such as time of day and day of
week clearly will factor into this predictive portion of the
optimizing system 10.
[0038] In comparing FIG. 2 and FIG. 3, it should be observed that
there is not a one-to-one correspondence in the way data 200 is
described in the two drawings. Different embodiments of the
invention may get any of various types of information, as shown in
FIG. 3, from any of various types of sources, as shown in FIG. 2.
For example, the original and/or present location of PHEV 210 may
be obtained from transmitted data 201, from operator input data
204, or from other sources. As another example, operational data
240 may be obtained from database data 202, from operator input
data 204, or from other sources. As a further example, available
battery charge 230 may be obtained from vehicle sensor data 203,
from operator input data 204, or from other sources. Similarly,
operational data 240 may be obtained from database data 202, from
operator input data 204, or from other sources. Likewise,
availability of recharge facilities at, or en route to, destination
250 may be obtained from transmitted data 201, from database data
202, from operator input data 204, or from other sources. Also, the
cost of energy from available external electric power sources 260
may be obtained from transmitted data 201, from database data 202,
from operator input data 204, or from other sources. As a final
example, the cost of energy from onboard consumable fuel powered
means 270 may be obtained from transmitted data 201, from database
data 202, from operator input data 204, or from other sources. The
foregoing examples are for the purpose of illustration and not
limitation. It is possible that substantially all types of
information (FIG. 3) could be provided by substantially all types
of data sources (FIG. 2).
[0039] Referring now to FIG. 4, there is shown a computer 100
receiving as inputs data 200 and instructions 300. FIG. 4 also
shows that outputs from the computer 100 may go directly to vehicle
power system components 400 or may be presented to the operator via
an in-vehicle audio and/or visual display 500. The instructions 300
may be either operator input instructions 310 or automated
instructions 320, which are not restricted in type. Automated
instructions may take the form of software, firmware, or any other
form or combination of forms in which computer instructions may be
automated. Automated instructions 320 may or may not be subject to
reprogramming or other change. An automated instruction 320 would
enable the computer 100 to determine, based on data 200 and
potentially in conjunction other automated instructions 329, the
optimal state of charge condition to leave the PHEV 24 when parked.
Automated instructions may be created by a processor that is part
of computer 100 or by an external instruction generator (not
shown).
[0040] An exemplary process 322 for determining an automated
instruction 320 is shown in FIG. 5. First, computer 100, or an
instruction generator (not shown) receives and analyzes all the
needed input data 200 for the instruction, in step 323. Next, the
process 322 determines if the PHEV 24 will be needed as an energy
source when next attached to the grid 18, in step 324. The data
needed to make this determination may include some or all of the
data 210-290 shown in FIG. 3. If the answer is yes, step 331 will
generate an instruction for the computer 100 (Shown in FIG. 2) to
control the vehicle power components 400 (Shown in FIG. 3) such
that the battery in the PHEV 24 (Shown in FIG. 1) will be
substantially charged when is parked next.
[0041] Alternatively, if step 324 determines that the PHEV will not
be needed as an energy source by the grid 18, then step 325 will
determine if the PHEV will be needed for energy storage when it is
expected to be parked next. If the answer is yes, then step 326
will generate an instruction to the computer 100 to control the
vehicle power components 400 such that the battery in the PHEV 24
will be substantially discharged when it is expected to be parked.
After steps 326 or 331 are performed the process 322 ends at step
332.
[0042] If the step 325 determination is no, then the process 322
will generate other instructions, in step 333. For example, an
alternative analysis may be performed to reach other goals, besides
meeting the needs of the grid 18. This may include operating the
PHEV 24 using the combination of electric and convention on-board
fuel that is most economical.
[0043] It will also be appreciated that process 322 may be modified
to consider other factors. For instance, the needs of the grid 18
and the economic benefit of meeting the needs of the grid 18 may
not be the only factor in determining whether the PHEV is charged
or discharged when parked. These factors may be considered, but may
be overridden by other considerations. For example, if the economic
rewards of meeting the needs of the grid 18 are small compared to
other considerations, the computer 100 may compute an optimal usage
profile for the vehicle's electric and conventional fuel in order
to minimize the energy cost of the trip without regard for the
state of the batteries when the vehicle is parked.
[0044] In another scenario, it may be desirable to have the PHEV 24
parked with a charged battery to accommodate the needs of the grid
18 during the night. However, the PHEV 24 also may need to be
charged the next morning when it will be driven again. In this
situation, the computer 100 may allow the grid 18 to use the PHEV
24 as a source during the night hours, but may begin a recharging
process in the early morning hours in order to restore the
battery's charge by the time the PHEV 24 will be driven again.
[0045] In any event, the determination of the computer 100 could be
output either directly to vehicle power system components 400 or to
the in-vehicle audio andor visual display, where it could be
received by an operator who could then take appropriate action.
Such operator action might include, but would not be limited to, an
operator input instruction 310 (shown in FIG. 4) to cause the
computer 100 to generate an output to, for example, determine
optimal energy usage profile directly to the vehicle power system
components 400.
[0046] It will be appreciated that the use of different data
sources, as in FIG. 2, to provide different types of information,
as in FIG. 3, may result in different embodiments of the invention.
For example, origin and location data could be provided by operator
input, by GPS transmission, or by other sources. Available battery
charge data could be provided by operator input, by vehicle
sensors, or by other sources. Operational data could be provided by
operator input, by database, or by other sources. A database of
operational data could be compiled automatically as data is
collected in the ordinary course of operation of the invention;
alternatively, such a database could be compiled from vehicle
performance specification data or from other sources.
[0047] Data as to the availability of recharge facilities at, or en
route to, the destination could be provided by transmission, by
database, by operator input, or by other sources. Data as to the
availability of recharge facilities at, or en route to, the
destination could be provided as GPS data used in conjunction with
a database of facility locations, or provided directly by
recharging facilities transmitting such location data to notify
drivers en route. Alternatively, if the computer 100 is located
away from the vehicle and connected to the vehicle by wireless
network or other means, notification of the availability of
recharge facilities at, or en route to, the destination could be
provided to the computer by other sources. Regardless of the data
source by which such notification is provided, some embodiments of
the invention would be capable of receiving data as to the
availability of recharge facilities at, or en route to, the
destination and adjusting the vehicle's optimization plan
accordingly, which may include a determination of an optimum route
as well as an optimum gas/electric power utilization. Such
adjustments could be calculated on the fly, according to automated
instructions, with notification to the operator of the location of
the recharging facility and of the energy cost savings if a
recharging stop were made and the calculated adjustment were
implemented. The operator could then input an instruction to accept
or reject the adjustment.
[0048] Data as to the cost of energy from available external
electric power sources could be provided by communication signals
28, by database, by operator input, or by other sources. Regarding
transmitted data as to the cost of energy from recharging
facilities at, or en route to, the destination, such data could be
provided directly by recharging facilities transmitting the data to
notify drivers en route. Alternatively, if the computer is located
away from the vehicle and connected to the vehicle by wireless
network or other means, notification of the cost of energy from
available external electric power sources at, or en route to, the
destination could be provided by other sources. Regardless of the
data source by which such notification is provided, some
embodiments of the invention would be capable of receiving
notification and adjusting the vehicle's refueling plan and the
management of the consumption ratio between electric charge and
consumable fuel so that consumption of consumable fuel may be
optimized for cost-effectiveness, while balancing the needs of the
grid 18 and the benefits of meeting those needs. Such adjustments
could be calculated on the fly, according to automated
instructions, with notification to the operator of the location of
the recharging facility and of the energy cost savings if a
recharging stop were made and the calculated change in management
of the consumption ratio were implemented. The operator could then
input an instruction to accept or reject the adjustment.
[0049] It may be noted that besides communication signals 28 and 30
described above, the optimization system 10 may employ various
types of a communication medium and infrastructure, e.g., wireless
or cell phone, in order for the PHEV 24 to communicate real-time
with the grid 18 while driving. This communication may be used to
gather the current and predictive information from the grid 18
about the expected requirements and benefits of the PHEV 24 in the
V2G connection. In addition, this communication medium, or an
alternative such as landline based network, could be used while the
vehicle is connected to the grid to communicate any real-time and
expected requirements of the driver and/or the grid.
[0050] Data as to the cost of energy from onboard consumable fuel
powered means could be provided by database, by operator input, or
by other sources. Other data determined to be useful in any
embodiment of the invention could be provided, as appropriate, by
transmission, by database, by vehicle sensor, by operator input, or
by other sources. As noted above, some embodiments of the invention
may locate the computer onboard the hybrid vehicle, while other
embodiments may provide for the hybrid vehicle to be connected by
wireless network or other means to a computer (including, but not
limited to, a server) located somewhere else.
[0051] Some embodiments of the invention may locate data sources
(including, but not limited to, storage devices or databases)
onboard the hybrid vehicle, while other embodiments may provide for
the hybrid vehicle to be connected by wireless network or other
means to one or more data sources (including, but not limited to,
storage devices or databases) located somewhere else.
[0052] It will be appreciated that in addition to an onboard
generator, the PHEV 24 may also be equipped with a passive
recharging system, such as a regenerative braking system. In such
embodiments, the computer 100 may also consider the availability of
recharging using such passive means when controlling the power
system components 400. For example, if the PHEV 24 has regenerative
braking, an important factor for the computer 100 may be the amount
of stop-and-go driving versus non-stop highway travel, since these
conditions will affect the amount of potential recharging using
regenerative braking.
[0053] The invention can take the form of an entirely hardware
embodiment, an entirely software embodiment, or an embodiment
containing both hardware and software elements. In a preferred
embodiment, the invention is implemented in software, which
includes, but is not limited to, firmware, resident software, and
microcode.
[0054] Furthermore, the invention can take the form of a computer
program product accessible from a computer-usable or
computer-readable medium providing program code for use by, or in
connection with, a computer or any instruction execution system.
For the purposes of this description, a computer-usable or
computer-readable medium can be any apparatus that can contain,
store, communicate, propagate, or transport the program for use by,
or in connection with, the instruction execution system, apparatus,
or device.
[0055] The medium can be an electronic, magnetic, optical,
electromagnetic, infrared, semiconductor system (or apparatus or
device), or a propagation medium. Examples of a computer-readable
medium include a semiconductor or solid state memory, magnetic
tape, a removable computer diskette, a random access memory (RAM),
a read-only memory (ROM), a rigid magnetic disk, or an optical
disk. Current examples of optical disks include compact
disk-read-only memory (CD-ROM), compact disk-read/write (CD-RW),
and DVD.
[0056] A data processing system suitable for storing and/or
executing program code will include at least one processor coupled
directly or indirectly to memory elements through a system bus. The
memory elements can include local memory employed during actual
execution of the program code, bulk storage, and cache memories
which provide temporary storage of at least some program code in
order to reduce the number of times code must be retrieved from
bulk storage during execution.
[0057] Input/output or I/O devices (including, but not limited to,
keyboards, displays, pointing devices) can be coupled to the system
either directly or through intervening I/O controllers.
[0058] Network adapters may also be coupled to the system to enable
the data processing system to become coupled to other data
processing systems or remote printers or storage devices through
intervening private or public networks. Modems, cable modems, and
Ethernet cards are just a few of the currently available types of
network adapters.
[0059] FIG. 6 is a high level block diagram showing an information
processing system useful for implementing one embodiment of the
present invention. The computer system includes one or more
processors, such as processor 502. The processor 502 is connected
to a communication infrastructure 504 (e.g., a communications bus,
cross-over bar, or network). Various software embodiments are
described in terms of this exemplary computer system. After reading
this description, it will become apparent to a person of ordinary
skill in the relevant art(s) how to implement the invention using
other computer systems andor computer architectures.
[0060] The computer system can include a display interface 506 that
forwards graphics, text, and other data from the communication
infrastructure 504 (or from a frame buffer not shown) for display
on a display unit 508. The computer system also includes a main
memory 510, preferably random access memory (RAM), and may also
include a secondary memory 512. The secondary memory 512 may
include, for example, a hard disk drive 514 andor a removable
storage drive 516, representing, for example, a floppy disk drive,
a magnetic tape drive, or an optical disk drive. The removable
storage drive 516 reads from andor writes to a removable storage
unit 518 in a manner well known to those having ordinary skill in
the art. Removable storage unit 518 represents, for example, a
floppy disk, a compact disc, a magnetic tape, flash memory card, or
an optical disk, etc., which is read and written to by removable
storage drive 516. As will be appreciated, the removable storage
unit 518 includes a computer readable medium having stored therein
computer software and/or data.
[0061] In alternative embodiments, the secondary memory 512 may
include other similar means for allowing computer programs or other
instructions to be loaded into the computer system. Such means may
include, for example, a removable storage unit 520 and an interface
522. Examples of such means may include a program cartridge and
cartridge interface (such as that found in video game devices), a
removable memory chip (such as an EPROM, or PROM) and associated
socket, and other removable storage units 520 and interfaces 522
which allow software and data to be transferred from the removable
storage unit 520 to the computer system.
[0062] The computer system may also include a communications
interface 524. Communications interface 524 allows software and
data to be transferred between the computer system and external
devices. Examples of communications interface 524 may include a
modem, a network interface (such as an Ethernet card), a
communications port, or a PCMCIA slot and card, etc. Software and
data transferred via communications interface 524 are in the form
of signals which may be, for example, electronic, electromagnetic,
optical, or other signals capable of being received by
communications interface 524. These signals are provided to
communications interface 524 via a communications path (i.e.,
channel) 526. This channel 526 carries signals and may be
implemented using wire or cable, fiber optics, a phone line, a
cellular phone link, an RF link, wifi andor other communications
channels.
[0063] In this document, the terms "computer program medium,"
"computer usable medium," and "computer readable medium" are used
to generally refer to media such as main memory 510 and secondary
memory 512, removable storage drive 516, and a hard disk installed
in hard disk drive 514.
[0064] Computer programs (also called computer control logic) are
stored in main memory 510 andor secondary memory 512. Computer
programs may also be received via communications interface 524.
Such computer programs, when executed, enable the computer system
to perform the features of the present invention as discussed
herein. In particular, the computer programs, when executed, enable
the processor 502 to perform the features of the computer system.
Accordingly, such computer programs represent controllers of the
computer system.
[0065] From the above description, it can be seen that the present
invention provides a system, computer program product, and method
for optimizing a V2G system. When planning routes and gas/electric
power utilization en-route, embodiments of the invention may take
into consideration expected grid needs (storage or source), and the
economic benefit to the driver for hisher contribution to the V2G
system, as well as expected needs of the driver at the next driving
interval. Economic benefit can be in monetary terms, or in other
quantifiable metrics such as carbon footprint.
[0066] References in the claims to an element in the singular is
not intended to mean "one and only" unless explicitly so stated,
but rather "one or more." All structural and functional equivalents
to the elements of the above-described exemplary embodiment that
are currently known, or later come to be known, to those of
ordinary skill in the art are intended to be encompassed by the
present claims. No claim element herein is to be construed under
the provisions of 35 U.S.C. section 112, sixth paragraph, unless
the element is expressly recited using the phrase "means for" or
"step for."
[0067] While the preferred embodiments of the present invention
have been described in detail, it will be understood that
modifications and adaptations to the embodiments shown may occur to
one of ordinary skill in the art without departing from the scope
of the present invention as set forth in the following claims.
Thus, the scope of this invention is to be construed according to
the appended claims and not limited by the specific details
disclosed in the exemplary embodiments.
* * * * *